EP3211375B1 - Appareil de calcul d'itinéraire de déplacement - Google Patents

Appareil de calcul d'itinéraire de déplacement Download PDF

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Publication number
EP3211375B1
EP3211375B1 EP14904511.4A EP14904511A EP3211375B1 EP 3211375 B1 EP3211375 B1 EP 3211375B1 EP 14904511 A EP14904511 A EP 14904511A EP 3211375 B1 EP3211375 B1 EP 3211375B1
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EP
European Patent Office
Prior art keywords
travel route
vehicle
feature
unit
route calculation
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EP14904511.4A
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German (de)
English (en)
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EP3211375A1 (fr
EP3211375A4 (fr
Inventor
Susumu Fujita
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18154—Approaching an intersection
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
    • G01C21/3461—Preferred or disfavoured areas, e.g. dangerous zones, toll or emission zones, intersections, manoeuvre types, segments such as motorways, toll roads, ferries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0268—Control of position or course in two dimensions specially adapted to land vehicles using internal positioning means
    • G05D1/0274—Control of position or course in two dimensions specially adapted to land vehicles using internal positioning means using mapping information stored in a memory device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/60—Traffic rules, e.g. speed limits or right of way

Definitions

  • the present invention relates to a travel route calculation device that calculates a travel route.
  • Route guidance devices are heretofore known which are configured to guide a route to a designated destination while being reflected with an isolated intersection at which there is the risk for a vehicle to be isolated without smoothly passing through the intersection.
  • Patent Document 1 discloses a route guidance device in which a risk value matrix is prepared for each factor feature, such as a railroad crossing and a lane decreased portion of a road, which exists in the leaving direction from an intersection.
  • the risk value matrix gives a risk value score that indicates the possibility that the intersection can be an isolated intersection.
  • the route guidance device For a search result of the route from a starting point to a destination, the route guidance device refers to the risk value matrix for each intersection on that route to obtain the risk value score and extracts, as the isolated intersection, an intersection at which the risk value score exceeds a predetermined threshold. Then, the route guidance device searches and guides a route that allows avoidance of the isolated intersection.
  • Patent Document 2 discloses a vehicle driving system.
  • a grid map by which an avoidance region in which a three-dimensional object exists, an unclear region in which the existence of a three-dimensional object is unclear, and a safe region in which no three-dimensional objects exist can he distinguished, is created.
  • a route that can avoid the avoidance region and passes through the unclear region for a distance not exceeding a threshold is specified, whereupon a steering angle is controlled to cause the host vehicle to travel along the specified route.
  • Patent Document 3 discloses an image recognition system that includes an image recognition apparatus which is installed in a vehicle to perform the image recognition processing of the features and a server apparatus which can exchange information with respect to one or more image recognition apparatus.
  • the server apparatus includes: a means for collecting recognition success/failure information indicating the success or failure of the image recognition of each feature by the image recognition apparatus; a means for generating recognition possibility information indicating the possibility of the success of the image recognition of each feature on the basis of the collected recognition success/failure information; a means for storing the generated recognition possibility information; and a means for sending the recognition possibility information to the image recognition apparatus.
  • the image recognition apparatus determines the target feature on the basis of the recognition possibility information received from the server apparatus.
  • Drive assist vehicles or autonomous drive vehicles perform an action of the vehicle and travel while recognizing traffic signals and the like. In such vehicles performing the action decision, information necessary for the action decision has to be collected for an appropriate drive.
  • the index of the degree of risk is based on whether there is the risk for a vehicle to be isolated at an intersection, and it is not perceived whether the vehicle can recognize the intersection.
  • the degree of risk is low at an intersection, for example, the vehicle cannot recognize a feature necessary for the action decision if the feature cannot be detected by a sensor, and the vehicle cannot appropriately travel.
  • a problem to be solved by the present invention is to provide a travel route calculation device that, for a vehicle traveling in accordance with an action decision, can calculate a travel route on which features necessary for the action decision are readily perceived.
  • the present invention solves the above problem through the subject matter of the independent claim.
  • the difficulty in recognizing a feature necessary for deciding an action is perceived on the travel route for the vehicle to arrive at a destination and it is therefore possible to calculate a travel route that allows the vehicle to readily recognize the feature.
  • FIG. 1 is a block diagram of a travel route calculation device according to an embodiment of the present invention.
  • the travel route calculation device according to the present embodiment is a device that is equipped in a vehicle to calculate a travel route when the vehicle performs autonomous drive.
  • the travel route calculation device comprises a read only memory (ROM) that stores various programs, a central processing unit (CPU) as an operation circuit that executes the programs stored in the ROM, and a random access memory (RAM) that functions as an accessible storage device.
  • ROM read only memory
  • CPU central processing unit
  • RAM random access memory
  • the travel route calculation device comprises a drive control unit 10, a database 11, and a sensor 12.
  • the database 11 stores map data, information on features, information on roads, etc.
  • the map data includes link data and node data.
  • the information on features includes, for example, information on traffic signals, information on railroad crossings, and information on traffic signs.
  • the information on roads includes information on intersections, information on road-merging sections, and road-shape information of road-branching sections.
  • the sensor 12 is a sensor for detecting situations around a subject vehicle. Examples of the sensor 12 include cameras, millimeter-wave devices, and radars.
  • the drive control unit 10 controls the autonomous drive of the subject vehicle on the basis of detection values of the sensor 12.
  • the drive control unit 10 uses the sensor 12 to recognize features necessary for deciding an action of the subject vehicle.
  • the action decision during the autonomous drive is performed by the vehicle recognizing features, such as traffic signals, traffic signs and railroad crossings, on the travel route.
  • the drive control unit 10 specifies a target point when performing an action of the subject vehicle, on the basis of the features. For example, when the vehicle turns right as a result of the action decision, the target point is the location of an intersection at which the vehicle turns right. Then, the drive control unit 10 performs the decided action at the target point. This allows the subject vehicle to autonomously travel.
  • an autonomous drive in which the subject vehicle is to travel through an intersection located ahead of the subject vehicle.
  • the feature is a traffic signal provided at the intersection and the action of the subject vehicle in accordance with the indication of the traffic signal is the behavior of the vehicle.
  • the traffic signal is red or yellow
  • the action of the subject vehicle is an operation to stop the vehicle at a stop line of the intersection.
  • the traffic signal is green
  • the action of the subject vehicle is an operation to pass through the intersection at a given speed.
  • the drive control unit 10 sets a target point for deciding the action, to the intersection.
  • the drive control unit 10 Before the vehicle enters the intersection, the drive control unit 10 recognizes the traffic signal from a location separate from the intersection by a predetermined distance. The traffic signal is detected by the sensor 12. Then, as the vehicle approaches the intersection, the drive control unit 10 recognizes the traffic signal and decides an action in accordance with the color indicated by the traffic signal. Then, the drive control unit 10 makes the vehicle travel in accordance with the decided action. This allows the autonomous drive of the vehicle.
  • the drive control unit 10 performs autonomous drive control as the above in a repetitive manner during the travel on the travel route. Note that the above control of autonomous drive is merely an example and another control method may also be employed.
  • the travel route calculation device has a vehicle information detection unit 1, a travel route calculation unit 2, an information acquisition unit 3, a distance measurement unit 4, a vehicle speed estimation unit 5, and a recognition determination unit 6 as functional blocks for calculating a travel route suitable for autonomous drive when performing the autonomous drive of a vehicle as the above.
  • the recognition determination unit 6 has an avoidance location setting unit 7.
  • the vehicle information detection unit 1 detects vehicle information of the subject vehicle.
  • the vehicle information includes positional information of the subject vehicle and other items.
  • the vehicle information detection unit 1 has a function to be used with the GPS or the like.
  • the travel route calculation unit 2 acquires the vehicle information from the vehicle information detection unit 1 and calculates a travel route from the current position of the vehicle to a destination while referring to the map data.
  • the destination is input, for example, by a user.
  • the map data is stored in the database 11. This allows the travel route calculation unit 2 to calculate the travel route on the basis of the vehicle information.
  • the travel route calculation unit 2 calculates the travel route so as to avoid the avoidance location.
  • the information acquisition unit 3 acquires a travel route from the travel route calculation unit 2.
  • the information acquisition unit 3 also acquires information concerning features on the travel route.
  • the features are futures which the subject vehicle should recognize when deciding the action.
  • the features are also futures that represent traffic rules which the driver should follow when driving the vehicle. Examples of the features include traffic signals, traffic signs and railroad crossings on the travel route.
  • the information acquisition unit 3 further acquires information on roads from the travel route calculation unit 2.
  • the information on roads includes not only information concerning roads on the travel route but also information concerning roads connecting to the roads on the travel route. For example, when a traffic signal exists on the travel route, the information on roads includes not only road information of the road on which the travel of the vehicle is planned but also information on the intersection at which the traffic signal is provided and road information of a road connecting to the intersection.
  • the distance measurement unit 4 measures a necessary recognition distance.
  • the necessary recognition distance is a distance necessary for the subject vehicle to recognize the feature when deciding an action of the subject vehicle. This distance is a distance from the feature to be recognized to the subject vehicle.
  • the vehicle speed estimation unit 5 estimates a vehicle speed of the subject vehicle when traveling toward the feature on the travel route.
  • the recognition determination unit 6 determines difficulty in recognizing the feature, on the basis of the detection range of the sensor 12 and the necessary recognition distance measured by the distance measurement unit 4.
  • Features to which the difficulty is determined are features which the subject vehicle has to recognize when the drive control unit 10 performs the autonomous drive.
  • the avoidance location setting unit 7 sets a location at which the recognition of a feature is determined to be difficult by the recognition determination unit 6, as an avoidance location.
  • the travel route calculation unit 2 calculates the travel route to the destination while avoiding the avoidance location.
  • the drive control unit 10 controls the drive of the vehicle on the basis of the travel route which is calculated to avoid the avoidance location.
  • FIG. 2 is a view illustrating the layout of an intersection.
  • the subject vehicle when the subject vehicle travels through the intersection by autonomous drive, the subject vehicle has to decide an action in accordance with the indication of a traffic signal 101.
  • the indication of the traffic signal 101 is red
  • the subject vehicle has to stop before the stop line of the intersection.
  • the sensor 12 has to recognize the traffic signal 101 using the sensor 12.
  • the braking distance of a vehicle is determined by the vehicle speed. For example, when the vehicle is traveling at a high speed, the braking distance is long. In order that, in such a situation, the vehicle is made to stop at the stop line due to the red indication of the traffic signal 101, the vehicle has to recognize the traffic signal 101 at a position separate from the position of the traffic signal 101 at least by the braking distance.
  • the detection range of the sensor 12 is preliminarily determined by the performance of the sensor 12, etc. If the vehicle is located at a position separate from the position of the traffic signal 101 at least by the braking distance and the traffic signal 101 exists outside the detection range of the sensor 12, recognition of the traffic signal 101 will be difficult. Thus, when the subject vehicle travels on a travel route on which the recognition of a feature is difficult, the drive control unit 10 cannot recognize a necessary feature for autonomous drive using the sensor 12 and it may be possible that the autonomous drive cannot be performed in a normal manner.
  • the travel route calculation device determines whether features are recognizable on the travel route, and sets a location at which the recognition of a feature is difficult, as an avoidance location on the travel route. Then, the travel route calculation device calculates the travel route so as to avoid the avoidance location.
  • the travel route can thus be suitable for the autonomous drive.
  • FIG. 3 is a flowchart illustrating a control flow of the travel route calculation device.
  • the flowchart illustrated in FIG. 3 represents a flow that is performed before the autonomous drive control is executed and performed when a destination is input by the user or the like.
  • a specific exemplary case is assumed in which the travel route includes a plurality of intersections each with traffic signals from the current position of the vehicle to the destination.
  • traffic signals are mentioned as the features, for descriptive purposes, but the features are not limited to traffic signals and may also be, for example, other features such as road traffic signs.
  • step S1 the vehicle information detection unit 1 detects a position of the subject vehicle as the current vehicle information of the subject vehicle.
  • the position of a vehicle is detected by a combination of the global positioning system (GPS), a gyro-sensor, a vehicle speed sensor, and the like.
  • GPS global positioning system
  • the position of a vehicle is not limited to a current position of the vehicle stopping and may also be a current position of the vehicle traveling. ⁇
  • step S2 the travel route calculation unit 2 calculates a travel route to a destination on the basis of the current position of the vehicle.
  • the travel route is a route on which the subject vehicle is to travel from there.
  • the travel route may be calculated using a car navigation system. Calculation of the travel route may not necessarily obtain a lane in which the vehicle should travel, and suffices to determine whether the vehicle should go straight ahead on the route or go straight through, turn right or turn left at an intersection.
  • step S3 the information acquisition unit 3 acquires feature information from the database 11.
  • step S4 the recognition determination unit 6 specifies a feature regarding traffic rules on the traffic route from the feature information.
  • the feature to be specified is that the subject vehicle must follow when traveling on the travel route.
  • the recognition determination unit 6 specifies the traffic signal at each point.
  • the recognition determination unit 6 specifies traffic signals at all of the intersections on the travel route.
  • step S5 the vehicle speed estimation unit 5 estimates a vehicle speed at which the subject vehicle travels toward the feature specified by the recognition determination unit 6.
  • the database 11 stores a legal speed of each road as the map data.
  • the vehicle speed estimation unit 5 may not necessarily estimate the legal speed as the vehicle speed of the subject vehicle.
  • the vehicle speed estimation unit 5 may also estimate a lower vehicle speed than the legal speed. This is because a vehicle cannot necessarily travel at the legal speed when traveling through an intersection. For example, the subject vehicle cannot turn at the legal speed when tuning right at an intersection.
  • the Road Traffic Act defines that, when a vehicle turns right or left at an intersection, the vehicle must travel at a speed that allows the vehicle to stop at any time. In almost all cases, therefore, a vehicle does not travel at the legal speed at an intersection when the vehicle plans to turn. In such cases, the vehicle speed estimation unit 5 estimates a lower speed than the legal speed as the vehicle speed of the subject vehicle, that is, the speed when traveling through the intersection.
  • the vehicle speed estimation unit 5 may estimate the vehicle speed on the basis of a vehicle speed when having traveled in past times on the road for which the vehicle speed is estimated.
  • step S6 the distance measurement unit 4 measures a necessary recognition distance on the basis of the vehicle speed estimated by the vehicle speed estimation unit 5.
  • Behavior conditions of a vehicle traveling, for example, toward an intersection may be severe when the amount of braking operation has to be suddenly increased or when the steering angle of a steering wheel has to be suddenly increased. For example, when a vehicle is to travel straight through an intersection but the signal turns red, the behavior conditions of the vehicle will be severe.
  • v [km/h] represents the speed when traveling toward the intersection and t represents a time required for the subject vehicle to decelerate using a fixed deceleration (0.15 G) from the location at which the action decision is performed to the stop line of the intersection.
  • the location at which the action decision is performed is a location at which the braking operation is started to stop at the stop line.
  • the stop position of the subject vehicle is assumed to be the same position as the position of the traffic signal, for easy description.
  • Equation (1) The distance (d [m]) from the location at which the action decision is performed to the stop line of the intersection is represented by Equation (1).
  • Equation (2) the relationship between the speed (v) when traveling toward the intersection and the time (t) is represented by Equation (2).
  • the distance (d) is therefore represented by Equation (3) from Equations (1) and (2).
  • the subject vehicle In the case of autonomous drive, in order that the subject vehicle stops at the stop line in accordance with such behavior of a vehicle, the subject vehicle has to recognize the traffic signal while ensuring the braking distance. That is, the braking distance represented by Equation (3) corresponds to the necessary recognition distance and the distance measurement unit 4 can measure the necessary recognition distance using the above arithmetic expression.
  • the necessary recognition distance may be changed in accordance with positions of features on the layout (in the example of FIG. 2 , positions of traffic signals in the intersection). For example, assume an autonomous drive in which a vehicle is made to stop at a stop line when the traffic signal is provided before an intersection on the travel route (see FIG. 2 ). In this case, the position of the stop line and the position of the traffic signal are close to each other and, therefore, when the necessary recognition distance can be ensured at least as an amount corresponding to the braking distance of the vehicle, the vehicle can be made to stop at the stop line while recognizing the traffic signal.
  • the traffic signal is provided at a position farther than the stop line on the travel route.
  • the necessary recognition distance is therefore a distance obtained by adding the distance between the stop line and the traffic signal to the braking distance of the vehicle.
  • step S7 the recognition determination unit 6 sets a detection range of the sensor 12 for the position of the subject vehicle.
  • the position of the subject vehicle is a position separate from the feature as a recognition object by a distance corresponding to the necessary recognition distance.
  • the senor 12 is assumed to be provided such that, in addition to a camera, a plurality of sensors such as a millimeter-wave device, radar and laser is provided at the subject vehicle and these sensors complement each detection range of the sensors.
  • the detection range (detection distance) of a sensor as the typical value (nominal value) of the sensor performance may be 200 meters in the case of a millimeter-wave device, hundreds of meters in the case of radar, 100 meters in the case of laser, and tens of meters in the case of a camera.
  • the detection range of a sensor may be defined not only by a distance but by an angle.
  • the detection range of a millimeter-wave device is relatively narrow angle, but the detection range of a camera can be selected to be narrow or wide because of a wide angle of lenses.
  • the maximum detection range by these sensors may be used as the detection range of the sensors or the minimum detection range may be used as the detection range of the sensors.
  • an imaging range of the sensor 12 is the detection range (e.g. 50 meters) of the sensor, for easy description.
  • step S8 the recognition determination unit 6 compares the detection range of the sensor 12 with the necessary recognition distance to determine whether or not the feature is located outside the detection range of the sensor 12. When the necessary recognition distance is larger than the detection range of the sensor 12, the recognition determination unit 6 determines that the feature is located outside the detection range of the sensor 12. On the other hand, when the necessary recognition distance is not larger than the detection range of the sensor 12, the recognition determination unit 6 determines that the feature is located within the detection range of the sensor 12.
  • the recognition determination unit 6 determines, in step S9, that the recognition of the feature is difficult. On the other hand, when the feature is located within the detection range of the sensor 12, the recognition determination unit 6 determines, in step S10, that the recognition of the feature is possible.
  • steps S5 to S10 will be further specifically described with reference to two patterns of layouts illustrated in FIG. 4A and FIG. 4B .
  • FIG. 4A and FIG. 4B are views each illustrating the layout of an intersection.
  • the subject vehicle is traveling on a road before passing through an intersection and the legal speed of the road is assumed to be 40 km/h.
  • the subject vehicle is traveling on a road before passing through an intersection and the legal speed of the road is assumed to be 60 km/h.
  • the vehicle speed estimation unit 5 estimates a vehicle speed (40 km/h) when traveling toward the traffic signal 101.
  • the distance measurement unit 4 calculates the necessary recognition distance (42 m) using the above arithmetic expression.
  • the recognition determination unit 6 sets the detection range (50 m) of the sensor 12 for the position of the subject vehicle.
  • the recognition determination unit 6 determines that the traffic signal 101 is a recognizable feature.
  • the vehicle speed estimation unit 5 estimates a vehicle speed (60 km/h) when traveling toward the traffic signal 101.
  • the distance measurement unit 4 calculates the necessary recognition distance (about 93 m) using the above arithmetic expression.
  • the recognition determination unit 6 sets the detection range (50 m) of the sensor 12 for the position of the subject vehicle.
  • the recognition determination unit 6 determines that the traffic signal 101 is a feature that is difficult to recognize.
  • the control flows of steps S5 to S10 are performed for a feature nearest to the subject vehicle and the control flows of steps S5 to S10 are then performed for the second-to-nearest feature to the subject vehicle.
  • the control flow of steps S5 to S10 is performed for each of all the features which exist on the travel route on which the subject vehicle is to travel from the current position.
  • the avoidance location setting unit 7 sets the location at which the recognition of a feature is determined to be difficult, as an avoidance location.
  • the intersection illustrated in FIG. 4A is not set as an avoidance location, but the intersection illustrated in FIG. 4B is set as an avoidance location. More specifically, as for the intersection illustrated in FIG. 4B , when the subject vehicle travels toward the intersection at the estimated vehicle speed, the subject vehicle will be difficult to recognize the traffic signal 101 using the sensor 12 for deciding an action. The intersection illustrated in FIG. 4B is therefore set as an avoidance location.
  • step S12 the travel route calculation unit 2 calculates a travel route from the current position of the vehicle to the destination while avoiding the avoidance location.
  • a method of calculating the travel route may be to use a scheme based on a graph search theory, such as Dijkstra's algorithm.
  • the travel route calculation unit 2 may weight a link connected to an avoidance location (node) more than other links and calculate a travel route that does not pass through the weighted link.
  • the calculation result from the travel route calculation unit 2 is output to the drive control unit 10. The control flow illustrated in FIG. 3 is thus completed.
  • the difficulty in recognizing a traffic signal is determined on the basis of the detection range of the onboard sensor 12 before the subject vehicle actually approaches the intersection. It is therefore possible to determine whether to pass through or avoid the intersection with that traffic signal. It is also possible to calculate a travel route that allows a drive assist vehicle or autonomous drive vehicle to readily recognize features and travel thereon.
  • the necessary recognition distance from the subject vehicle to a feature, which is necessary for recognition of the feature is measured. Then, the difficulty in recognizing the feature is determined on the basis of the detection range of the sensor 12 and the necessary recognition distance, and the travel route is calculated while avoiding a location at which the recognition of the feature is determined to be difficult. Through this operation, the travel route of the subject vehicle to the destination is calculated in accordance with the recognizability of a feature which is necessary when deciding an action. Since the drive assist vehicle or autonomous drive vehicle can therefore calculate routes on which the vehicle can travel and routes on which the vehicle is difficult to travel, the drive assist vehicle or autonomous drive vehicle calculate a route on which the vehicle can readily recognize a feature.
  • whether the recognition of a feature is difficult or not can be determined in accordance with the detection range of the sensor 12.
  • the vehicle speed of the subject vehicle is estimated and the necessary recognition distance is measured on the basis of the estimated vehicle speed. This allows measurement of the necessary recognition distance under a vehicle condition when actually traveling on the travel route.
  • the legal speed is estimated as the vehicle speed and the necessary recognition distance is measured on the basis of the legal speed. This allows determination of the difficulty in recognizing a feature under the most severe speed condition.
  • a vehicle speed when having traveled in past times is estimated as the vehicle speed and the necessary recognition distance is measured on the basis of the estimated speed. This allows determination of the difficulty in recognizing a feature in accordance with an actual travel condition.
  • the detection range of the sensor 12 is set in accordance with the typical value of the sensor 12. This allows the error of the sensor 12 and the tendency of the detection range of the sensor 12 to be reflected on the determination of difficulty of a feature.
  • the necessary recognition distance is measured on the basis of the behavior of the subject vehicle. Through this operation, the necessary recognition distance is measured with consideration for typical behavior of the subject vehicle. A smooth drive comparative with those by human drivers can therefore be realized even in a drive assist vehicle or autonomous drive vehicle.
  • the recognition determination unit 6 may set the detection range of the sensor 12 in accordance with a crowded state of the travel route.
  • Data representing the crowded state of the travel route may be stored in the database 11 or may also be acquired from external of the vehicle.
  • the crowded state is a crowded state with vehicles when traveling toward a feature as an object for which the difficulty in recognizing it is determined. For example, when, in the layout of FIG. 2 , the travel route is continuously crowded with vehicles for a certain period of time, another vehicle may exist between the subject vehicle and the traffic signal 101 to blind the traffic signal 101, so that the detection range of the sensor 12 is restricted to the distance from the subject vehicle to the other vehicle.
  • the recognition determination unit 6 reduces the detection range as the degree of crowded state with vehicles increases.
  • the recognition determination unit 6 may set the detection range of the sensor 12 in accordance with the typical value.
  • the travel route calculation device is equipped in an autonomous drive vehicle, but the travel route calculation device may also be equipped in a drive assist vehicle.
  • the drive assist vehicle is a vehicle to which drive assist is applied so as to assist the drive of a vehicle by the driver, for example, the drive when changing lanes.
  • the drive is assisted while recognizing the location of the lane change.
  • the travel route calculation device calculates a travel route at which the location of the lane change can readily be recognized. Then, the drive of the drive assist vehicle is assisted on the basis of the calculated travel route.
  • the travel route calculation device may calculate the travel route not only when the vehicle is traveling but also when the vehicle is stopping.
  • the above travel route calculation unit 2 corresponds to the "travel route calculation unit” of the present invention
  • the information acquisition unit 3 corresponds to the “information acquisition unit” of the present invention
  • the distance measurement unit 4 corresponds to the “distance measurement unit” of the present invention
  • the vehicle speed estimation unit 5 corresponds to the vehicle speed estimation unit” of the present invention
  • the recognition determination unit 6 corresponds to the “determination unit” of the present invention
  • the sensor 12 corresponds to the “feature detection unit” of the present invention.
  • FIG. 5 is a block diagram of a travel route calculation device according to another embodiment of the present invention. As compared with the above-described first embodiment, this embodiment is different in that the travel route calculation device comprises an uncovered amount calculation unit 8. Other features are the same as those in the above-described first embodiment and the description is borrowed herein.
  • the recognition determination unit 6 has an avoidance location setting unit 7 and an uncovered amount calculation unit 8.
  • the uncovered amount calculation unit 8 calculates an uncovered amount of the necessary recognition distance extending beyond the detection range of the sensor 12.
  • the recognition determination unit 6 determines the difficulty in recognizing a feature on the basis of the calculated uncovered amount.
  • FIG. 6 is a flowchart illustrating a control flow of the travel route calculation device.
  • FIG. 7A and FIG. 7B are views each illustrating the layout of an intersection.
  • FIG. 7A and FIG. 7B are views for describing states in which the subject vehicle traveling before the intersection decelerates its vehicle speed from 60 km/h to 40 km/h.
  • FIG. 7A illustrates a state in which the subject vehicle is traveling at a vehicle speed (60 km/h) before the deceleration
  • FIG. 7B illustrates a state in which the subject vehicle is traveling at a vehicle speed (40 km/h) after the deceleration.
  • control flow of steps S21 to S31 is the same as the control flow of steps S1 to S11 of the first embodiment.
  • the uncovered amount calculation unit 8 subtracts the detection range from the necessary recognition distance to calculate the uncovered amount.
  • the necessary recognition distance for which the uncovered amount is calculated is a necessary recognition distance at a location at which the recognition of a feature is determined to be difficult.
  • the traffic signal 101 is determined to be a feature that is difficult to recognize and the traffic signal with the traffic signal 101 is set as an avoidance location.
  • the necessary recognition distance corresponds to the braking distance of the subject vehicle, which is about 95 m when the deceleration is 0.15 G.
  • the detection range of the sensor 12 is 50 m
  • the uncovered amount is 45 m, which is the difference between the necessary recognition distance and the detection range.
  • the intersection is set as an avoidance location because the necessary recognition distance is longer than the detection range by the uncovered amount (45m). Since the necessary recognition distance corresponds to the braking distance of the subject vehicle, the uncovered amount decreases as the braking distance decreases. That is, when the vehicle traveling before the intersection decelerates sufficiently from a vehicle speed of 60 km/h, the necessary recognition distance will be reduced to obtain a state in which the setting of the avoidance location at the intersection may be canceled.
  • the subject vehicle can preliminarily decelerate to 40 km/h with consideration for the change in indication of the traffic signal 101 around the intersection.
  • the subject vehicle may have to temporarily decelerate or stop.
  • the vehicle will initiate its behavior, such as behavior of decelerating to a vehicle speed lower than the legal speed.
  • the braking distance is 42 m.
  • the necessary recognition distance is not larger than the detection range. In this case, therefore, the traffic signal 101 is a feature that is recognizable by the subject vehicle.
  • the setting of the avoidance location at the intersection can be canceled.
  • the braking distance also decreases from 95 m to 42 m, so the difference is about 53 m.
  • the uncovered amount is 45 m in the example of FIG. 4A whereas, in the example of FIG. 4B , the uncovered amount is not larger than 0 m because the necessary recognition distance decreases due to the speed reduction. That is, when the uncovered amount is not larger than the reduced amount of the necessary recognition distance due to the decelerated vehicle speed, the setting of the avoidance location can be canceled.
  • the recognition determination unit 6 sets a threshold on the basis of the layout of the road set as an avoidance location and the calculated travel route.
  • the threshold represents a reduced amount of the necessary recognition distance due to the decelerated vehicle speed.
  • the threshold also increases. For example, when the calculated travel route includes a right or left turn at an intersection, the subject vehicle reduces its vehicle speed as approaching the intersection. Also in such a case, a large threshold is set.
  • step S34 the recognition determination unit 6 compares the uncovered amount with the threshold. When the uncovered amount is not larger than the threshold, the recognition determination unit 6 determines, in step S35, that the feature at the location set as an avoidance location is recognizable. Then, the avoidance location setting unit 7 cancels the setting of the avoidance location having the feature. On the other hand, when the uncovered amount is larger than the threshold, the avoidance location setting unit 7 does not cancel the setting of the avoidance location.
  • step S36 the travel route calculation unit 2 calculates a travel route from the current position of the vehicle to the destination while avoiding the avoidance location.
  • the travel route calculation unit 2 calculates a travel route that includes the intersection illustrated in FIG. 7A and FIG. 7B .
  • step S31 When a number of avoidance locations set in step S31 exist, there may be considered a case in which, if all of the avoidance locations are attempted to be avoided, no route exists which allows autonomous drive. In such a case, according to the present embodiment, the uncovered amount at each avoidance location is calculated and a determination is made whether or not the setting of the avoidance location can be canceled with consideration for the deceleration of the subject vehicle.
  • the difficulty in recognizing a traffic signal is determined on the basis of the detection range of the onboard sensor 12 before the subject vehicle actually approaches the intersection, and a location having a feature that is difficult to recognize is set as an avoidance location.
  • the avoidance location thus set, the uncovered amount is calculated and the threshold and the uncovered amount are compared. Then, on the basis of the comparison result, a determination is made whether or not to cancel the setting of the avoidance location.
  • the uncovered amount of the necessary recognition distance is calculated with respect to the detection range of the sensor 12 and the difficulty in recognizing a feature is determined on the basis of the uncovered amount.
  • the location with a small uncovered amount need not be an avoidance location and can be included in the route to calculate the travel route.
  • the uncovered amount is calculated on the basis of the decelerated amount of the vehicle speed of the subject vehicle.
  • the recognition determination unit 6 sets a location as the avoidance location as a result of the control process of steps S28 to S31 and cancels the setting as a result of the control process of steps S32 to S35.
  • This control may be modified such that an avoidance location is set when the condition of "Yes” of step S28 and the condition of "Yes” of step S34 are satisfied.
  • the recognition determination unit 6 calculates uncovered amounts on each of a plurality of travel routes at each of a plurality of locations present on each travel route and calculates the sum of uncovered amounts on each of the plurality of travel routes.
  • the plurality of locations represents those which each have a feature to be recognized by the subject vehicle when the subject vehicle decides its action.
  • the travel route calculation unit 2 calculates a travel route so as to exclude the travel route, on which the sum is highest, of the plurality of travel routes from candidates for the travel route on which the subject vehicle travels.
  • the recognition determination unit 6 may calculate the number of uncovered amounts higher than a predetermined value on each travel route as substitute for the sum of uncovered amounts and the travel route calculation unit 2 may calculate a travel route so as to exclude the travel route, on which the number of uncovered amounts is largest, from candidates for the travel route on which the subject vehicle travels.

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Claims (11)

  1. Dispositif de calcul d'itinéraire de déplacement pour un déplacement autonome comprenant :
    une unité de calcul d'itinéraire de déplacement (2) configurée pour calculer un itinéraire de déplacement pour qu'un véhicule sujet arrive à une destination ;
    une unité de détection d'élément (12) configurée pour détecter un élément situé devant le véhicule sujet sur l'itinéraire de déplacement ;
    une unité de calcul de distance (4) configurée pour calculer une distance de reconnaissance nécessaire du véhicule sujet à l'élément ;
    une unité de détermination (6) configurée pour déterminer une difficulté à reconnaître l'élément, sur la base d'une plage de détection de l'unité de détection d'élément (12) et de la distance de reconnaissance nécessaire ;
    l'unité de calcul d'itinéraire de déplacement (2) étant configurée pour calculer l'itinéraire de déplacement tout en évitant un emplacement auquel la reconnaissance de l'élément est déterminée comme étant difficile par l'unité de détermination (6) ; et
    une unité de commande de conduite (10) configurée pour reconnaître des informations concernant l'élément,
    caractérisé en ce que :
    la commande de conduite est configurée pour décider d'une action pour une conduite autonome sur la base des informations reconnues, et pour effectuer une commande de conduite autonome sur la base de l'action décidée ;
    et en ce que
    la distance de reconnaissance nécessaire est une distance nécessaire pour que l'unité de commande de conduite reconnaisse les informations concernant l'élément au moment de décider de l'action.
  2. Dispositif de calcul d'itinéraire de déplacement selon la revendication 1, dans lequel l'unité de détermination (6) est configurée pour déterminer que la reconnaissance de l'élément est difficile lorsque l'élément existe en dehors de la plage de détection et l'élément est positionné à un emplacement séparé du véhicule sujet par la distance de reconnaissance nécessaire.
  3. Dispositif de calcul d'itinéraire de déplacement selon la revendication 1 ou 2, comprenant en outre
    une unité d'estimation de vitesse de véhicule (5) configurée pour estimer une vitesse de véhicule du véhicule sujet,
    dans lequel l'unité de calcul de distance (4) est configurée pour calculer la distance de reconnaissance nécessaire sur la base de la vitesse de véhicule.
  4. Dispositif de calcul d'itinéraire de déplacement selon la revendication 3, dans lequel l'unité d'estimation de vitesse de véhicule (5) est configurée pour estimer une vitesse légale de l'itinéraire de déplacement comme étant la vitesse de véhicule.
  5. Dispositif de calcul d'itinéraire de déplacement selon la revendication 3, dans lequel l'unité d'estimation de vitesse de véhicule (5) est configurée pour estimer la vitesse de véhicule lors d'un déplacement sur une certaine route de l'itinéraire de déplacement sur la base de la vitesse de véhicule après avoir parcouru la certaine route dans un temps passé.
  6. Dispositif de calcul d'itinéraire de déplacement selon l'une quelconque des revendications 1 à 5, dans lequel la plage de détection est définie en fonction d'une valeur typique de l'unité de détection d'élément (12).
  7. Dispositif de calcul d'itinéraire de déplacement selon l'une quelconque des revendications 1 à 5, dans lequel la plage de détection est définie en fonction d'un état encombré de l'itinéraire de déplacement.
  8. Dispositif de calcul d'itinéraire de déplacement selon l'une quelconque des revendications 1 à 7, dans lequel l'unité de calcul de distance (4) est configurée pour calculer la distance de reconnaissance nécessaire sur la base du comportement du véhicule sujet.
  9. Dispositif de calcul d'itinéraire de déplacement selon l'une quelconque des revendications 1 à 8, dans lequel l'unité de détermination (6) est configurée pour :
    calculer une différence entre la distance de reconnaissance nécessaire et la plage de détection ; et
    déterminer la difficulté à reconnaître l'élément, sur la base de la différence.
  10. Dispositif de calcul d'itinéraire de déplacement selon la revendication 1 ou 2, dans lequel l'unité de calcul d'itinéraire de déplacement (2) est configurée pour calculer la distance de reconnaissance nécessaire sur la base d'une quantité décélérée d'une vitesse de véhicule du véhicule sujet.
  11. Dispositif de calcul d'itinéraire de déplacement selon la revendication 9, dans lequel
    l'unité de détermination (6) est configurée pour calculer une quantité de la différence sur chacun d'une pluralité d'itinéraires de déplacement à chaque emplacement de l'élément sur les itinéraires de déplacement, et
    l'unité de calcul d'itinéraire de déplacement (2) est configurée pour exclure un itinéraire de déplacement de la pluralité d'itinéraires de déplacement des candidats pour l'itinéraire de déplacement sur lequel le véhicule sujet se déplace, dans lequel l'itinéraire de déplacement exclu est un itinéraire de déplacement sur lequel une somme de la quantité de la différence est la plus élevée ou un itinéraire de déplacement sur lequel un nombre de la quantité de la différence supérieure à une valeur prédéterminée est le plus grand.
EP14904511.4A 2014-10-22 2014-10-22 Appareil de calcul d'itinéraire de déplacement Active EP3211375B1 (fr)

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BR112017008088B1 (pt) 2022-04-05
CN107076565B (zh) 2020-03-17
EP3211375A1 (fr) 2017-08-30
WO2016063384A1 (fr) 2016-04-28
MX2017005117A (es) 2017-07-14
MX359043B (es) 2018-09-13
RU2660425C1 (ru) 2018-07-06
EP3211375A4 (fr) 2018-01-24
BR112017008088A2 (pt) 2017-12-19
JPWO2016063384A1 (ja) 2017-09-21
CN107076565A (zh) 2017-08-18
US10585435B2 (en) 2020-03-10
JP6304393B2 (ja) 2018-04-04

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